The EEXI was approved at MEPC 75 in November 2020 and if adopted at MEPC 76 in June 2021, will enter into force on 1 January 2023.
Different improvement measures are possible, e.g.
Please get in contact with DNV's maritime advisory for a ship-specific evaluation.
The EEXI Technical File must be approved and the International Energy Efficiency Certificate re-issued by your flag administration or Recognized Organization at the first annual survey after 1 January 2023 at the latest.
The EEXI must be calculated for all cargo and cruise vessels above 400 GT falling under MARPOL Annex VI. In case of non-conventional propulsion (such as diesel-electric), please see MARPOL Annex VI for further clarification.
In case of a major conversion, the EEXI must be recalculated.
A required EEXI is applicable for all cargo and cruise vessels above a certain size threshold, depending on the ship type.
There will be an IMO review of the data in 2026.
The approval of the EEXI Technical File and the issuance of the IEEC has to be performed by the respective classification society. Any further support can also be provided by DNV.
Yes. DNV's maritime advisory can assist you with all EEXI-related questions.
We provide support on:
This can be performed for all vessels in your fleet and all documents can be submitted, independently of your classification society.
The required EEXI is based on the EEDI reference lines, with the below listed reduction factors applied. This is in most cases equal to the required EEDI in Phase 2 or Phase 3.
Bulk carrier ∆15–20% by size
Tanker ∆15–20% by size
Container ∆20–50% by size
General cargo ∆30%
Gas carrier ∆20–30% by size
LNG carrier ∆30%
Ro-ro (vehicle) ∆15%
Cruise ship ∆30%
You need to submit an EEXI Technical File to your classification society.
DNV's maritime advisory offers support by preparing such documents for you.
Yes, after approval of the EEXI Technical File by the ship’s classification society, the IEE Certificate will be re-issued.
The IEE Certificate is re-issued with the first annual survey after 1 January 2023.
Yes, DNV can:
A) issue a preliminary EEXI Technical File so that you can contact the manufacturer as soon as possible to fix a timeline and scope of limitation, and
B) issue a Statement of Compliance if your vessel already fulfills EEXI requirements. This can be used to show your charterer that you are committed to the IMO’s GHG strategy.
No – please see above.
But a majority of ships will presumably choose engine power limitation (EPL), as this will reduce the ship’s running costs and, as an efficiency improvement, lower fuel costs for main engines, which are the major component of the ship’s running costs. Furthermore, an EPL is carried out with less effort compared to other proposed measures.
Classification societies may have certain rules in place for engine limitation (e.g. if Ice class is applicable to your vessel).
Please check with your respective classification society individually.
All requirements regarding the applicable Ice class have to be considered. If it is not possible to fulfil both, Ice class and EEXI requirements, additional measures have to be considered.
You could limit your engine, for instance for a second time, if necessary to fulfil the requirements.
Yes, except if it is an LNG carrier or cruise passenger ship.
The following documents should be submitted:
Yes. In most cases, limiting the power range goes along with a limitation of the operational revolution range. The new operational revolution rate may cause resonance conditions, resulting in increased structural or machinery vibrations. Higher vibration levels may lead to crew discomfort, structural damages and machinery failure. If power limitation is realized by deactivating cylinders, this will completely change the engine’s dynamics, requiring a new assessment of shaft torsional vibrations and of shipboard vibration due to changed firing frequency, as well as of modified excitation forcesand moments. Please contact us again to assess the specific risk for your vessel.
The cut-out of one turbocharger (if two or more turbochargers are installed) is a feasible measure to reduce the engine power.
The NOx Technical File of the engines remains valid after a turbocharger cut-out.
It is recommended to carry out a model test to predict the performance improvement of the ESD before installation. This model test result will then be used for the calculation of the attained EEXI. The decision about the installation of an ESD should be based on a model test or CFD prediction.
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